Train-stop.



D. HOPKlNS.

TRAIN STOP.

APPLICATION FILED AUG.4, 1913. 1,1%4,9@2w Patented June 29, 1915.

2 SHEETSSHEET I.

n i m D. HOPKINS.

TRAIN STOP.

APPLICATION FILED AUG.4,1913.

1,1 %,902u Pmm June 29, 1915.

2 SHEETSSHEET 2.

q/vi tmeomw DANIEL HOPKINS, OF CASCADE, NEW HAMPSHIRE.

TRAIN-STOP.

Application filed August 4, 1918.

. To all whom it may concern.-

Be it known that I, DANIEL HOPKINS, a citizen of the United States, residing at .Cascade, in the county of Coos and State of New Hampshire, have invented certain new and useful Improvements in Train- Stops; and I do hereby declare the'following' to be a full; clear, and exact description. of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to new and useful improvements in automatic train stops and has for its object the provision of a device by means of which a train running at a high rate of speed may be easily and quickly brought to a stop through automatic means and without in any way necessitating the use of manual labor in performing the above mentioned operation.

Another object of my. invention is the provision of a train stop which will operate in connection with the block signaling system of the railroad and thereby eliminate any accidents and great loss of life and property through such accidents.

Still another object of my invention is the provision of a device of the above character wherein the shutting off of the power and the applying of the air brakeswill be accomplished without causing jars or jolts which usually accompany devices of this character.

With the above and other objects in View I now proceed to describe my invention in the following specification and accompany ihg drawings, in which,

Figure 1 is a view of my improved device as it would appear when operating in connection with a railroad, Fig. 2' is a detailwiew of the operating mechanism used in connection with my improved train stop, Fig. 3 is a longitudinal sectional view of Fig. 2, Fig. 4 is a detail view of the arrangement of the operating device with relation to the air valve, and Fig. 5; is a detail view of the trip mechanism showing the same in its'raisedrposition; I

Referring to the drawings by characters of reference 1- indicates the-usual railroad track, adjacent which, and extending upwardly from the surface of the ground, is

provided the usual signal post 2. This sig-.

nal post has secured adjacent its upper extremity the semaphore 3 which is pivotally mounted thereon and adapted to be Specification of Letters Patent.

Patented June 29, 1915. Serial No. 782,965.

actuated in the ordinary manner. A suitable chain or flexible connection 4 is secured to the semaphore 3 and passed downwardly and over a wheel 5 which is rotatably mounted on the bracket 6, supported by the post 2. This flexible connection is extended as clearly illustrated at 7 and the end secured to the operating mechanism of the trip device. This trip device preferably comprises the standard 8 which is preferably supported by a base 9. This standard 8 extends upwardly as is clearly illustrated and has the track as will be more fully hereinafter.

described.

Having described the trip mechanism in the foregoing I will now proceed to describe the attachment to the locomotive. The boiler of said locomotive is indicated by the numeral 12 andthe cab by the numeral 13, the usual trailing wheel 14: is secured beneath the cab in the ordinary manner and is provided with a means to secure my improved attachment thereto. A suitable angle bar 15 is rigidly secured to the locomotive by any suitable means and extends outwardly therefrom for a short distance. The outer extremity of this bar 15 is provided with a suitable aperture through which a' rivet or bolt of lead, copper, or similar soft material is adapted to extend, this rivet being indicated by the numeral 16. Suitably sup ported intermediate the ends of the bar 15 I preferably provide the plate 17 which is preferably cylindrical in conformation and has formed thereon the ears 18,v the use of which will be more fully hereinafter de to receive the operating mechanism, and

thereby permit the plate to rotate freely with relation to the operating mechanism.

A plate 20 similar to the plate 17 is pro vided with an aperture 21 and is adapted to' receive the rivet 16 when the device is in use. This plate 20 has formed integral with its inner face the ears 22 which are adapted to aline with the ears 18 of the plate 17 and thereby support the coil spring 23 in operative relation with the plates, as will be clearly seen upon referring to Fig. 3 of the drawings.

The axle of the wheel 14 of the locomotive is preferably extended as clearly illustrated at 24 and provided at its outer extremity with a suitable plate 25 which is secured to said axle in any suitable manner. A longitudinal key 26 is secured to the axle in any preferred manner and is adapted to extend into a groove 27 formed in the longitudinally extending central bore 28 of the clutch cone 29. This clutch cone is provided around its periphery and adj acent its outer extremity with a circumferential groove 30, which is adapted to receive the tongue formed integral with the plate 20. Intermediate the groove 30 and the inner extremity of the clutch cone I preferably provide the beveled surface 31 which is adapted to cooperate with the arms extending outwardly from the coeperating clutch member.

Rotatably mounted on the axle extension 24 I preferably provide the sleeve 32 having the enlarged portion 33 formed at one end thereof, this enlarged portion being proided with a circumferential groove 34, which is adapted to receive the inner edge of the circular plate 17 as will be clearly seen upon referring to Fig. 3. Formed integral with the enlarged portion 33 and extending outwardly therefrom in the direction opposite the sleeve 32 I preferably provide the arms 35 having their ends upturned as shown at 36 to provide for frictional engagement with the surface 31 of the clutch cone 29. At the end of the sleeve 32 opposite the enlarged portion 33 I preferably provide a suitable sprocket wheel 37 having the teeth 38 formed thereon, the use of which will be more fully hereinafter described.

Extending over the sprocket wheel 37 and' coeperating therewith I preferably provide a suitable chain 39 which is operatively connected with a sprocket wheel 40, which in the shaft 41 which extends transversely of the cab of the engineer and has mounted at its opposite extremity the sprockets 42 and 43, respectively, the sprocket 42 being adapted to coiiperate with a similar sprocket 44', through the medium of a chain 45, and thereby drive the shaft 46, which in turn is operatively connected with the engineers air valve.

A chain 47 which extends over the sprocket wheel 43 is provided and is adapted'tocooperate with a suitable sprocket 48, this sprocket wheel 48 being secured to a suitable shaft which carries a spur gear 49, this spur gear being adapted to coact with a suitable permitting the springs rack bar 50 which is supported by the throttle lever 51, as will be clearly seen upon referring to Fig. 4.

The operation of the device will be substantially as follows: When the semaphore of the block signal, indicated by the numeral 3, is in its raised position the plate 11 will extend horizontally and in close proximity to the railroad track. An approaching 10- comotive carrying my attachment will ordinarily run by a block when the signal is down, but should the semaphore indicate danger my improved attachment will be engaged by ened edge of said plate the rivet or bolt 16. which is of softer material than that from which the plate is made, will be broken, thus 23 which are under tension to pull the cone into an engagement with the spring arms, thereby causing the arms to rotate with the cone which in turn will operate the sprocket 34 and through the medium of the chains and sprockets, previously described, will shut oif the power and apply the air without in any way requiring manual labor.

While in the foregoing I have shown and described the preferred embodiment of my lnvention, I wish it to be understood that I may change the specific arrangements of parts without in any way departing from the spirit and scope of my invention.

What I claim is 1. In combination an automatic train stop including a track trip, a stop mechanism, said stop mechanism comprising an extension formed integral with the axle of one set of wheels of the locomotive, a clutch member revolubly mounted on said extension, a coiiperating clutch member slidable on said extension and adapted to revolve therewith, a sprocket connection on the revoluble -clutch member, means to connect the sprocket with the control of the locomotive, springs to exert pull on the clutch members to bring the same into engagement, and means to hold the clutch members out of engagement, said means designed to be released upon engagement with the track trip.

2. A train stop including a track trip, a train-carried stop mechanism comprising an extension formed on the axle of one set of wheels, a sleeve rotatable on said extension, a sprocket formed integralwith the sleeve, means to control the movement of the locomotive, means connecting the movement-controlling means with the sprocket, the sleeve being provided with an annular groove at the end opposite the sprocket, a stationary support secured'to the locomotive, a plate supported on the stationary support, and seated within the annular groove in the sleeve to form a bearing therefor, a pair of arms carried by the sleeve and projecting longitudinally with relation thereto, a clutch the plate and owing to the sharphalf slidable longitudinally on the axle extension and designed to rotate therewith, said clutch half being arranged to engage the arms to cause the sleeve to rotate, a plate secured to the clutch half and free to rotate thereon, springs connected to the plate and to the support for the sleeve to normally exert inward pull to hold the arms in engage-. ment with the clutch half, and a rivet of relatively soft material engaging the plate and the stationary support to hold the sleeve and clutch half in spaced relation, said rivet being designed to be severed to permit the clutch half to engage the arms when the device is operated.

In testimony whereof I afiix my signature in presence of two witnesses.

DANIEL HOPKINS. 

